Triple valve for air-brakes.



W. B. MANN.

TRIPLE VALVE FOR AIR BRAKES.

APPLICATION Umm JULY ax,

NGO.

W. B. MANN.

TRIPLE VALVE FOR AIR BRAKES.

APPLICATION FILED JULY 31.1906.

9.2. 0 9m 1m Lm 2% .T wm Dm d3 Du TU n Du t n@ P Qu 8 9 0, o0 Ax 9 caw@W. B. MANN. TRIPLE VALVE PoR AIR BRAKES.

APPLICATION FTLBD JULY 31,1906.

Patented Dec. 21, 1909.

UNITED OFFICE.

WILLIAM B. MANN, OF BALTIMORE. MARYLAND, ASSIGNOR T0 PHILIP MAURO AND S.T. CAMERON, TRUSTEES, BOTH OF WASHINGTON, DISTRICT OF COLUMBIA.

TRIPLE VALVE FOR AIR-BRAKEF To all 'zc/tom fit 'ma ,1/ concern.'

lh: it known that l, lVrLLmn B. MANN, ot' laltimore` l\'lar vland, haveinvented a new and uselul improvement in Triple Valves I'or A\irlhakcs,which improvement is fully set l'orth iu the following' specification.

This invention relates to air brakes, and more particularly to thetriple-valves employed in standard brake systems for controlling` theapplication and release ot the brakes,

ln very long trains, when reduction is made in train-pipe pressure t'orservice application otI the bra-kes, the reduction ot' pressure in thetrain-pipe is felt more quickly at the forward than at the rear end ot'the train, with the result that the brakes are applied on the forwardcars sooner than on the rear cars, thus checking the momentum of thefront part oi the train while that of the rear part ot the train remainsunchecked, to the damage of the, rolling stock. Again, .in releasing thebrakes on long trains, the increased pressure at the forward end ot' thebrake-pipe occurs quicker than it does at the rear part of the pipe,thus releasing the brakes on the forward cars while those on'thearearcars remain a iplied, thus endangeringl the breaking' ot' tihe train byreason of the drag on the rear end thereof.' Moreover, the slow travelot' the increased pressure to the rear of the pipe to release the brakesis due not only t0 the length otl the pipe, but among .other things tothe absorption ot' 'air passing from the pipe to the auxiliaryreservoirs on the iorward cars in recharging such reservoirs.

',lhe objects ot' the present invention are;

First, to provide' for serial and nearly si-` multaneous serviceapplications of the brakes on all cars throughout along train; second,to provide :t'or a release of the brakes at the rear end of a lon trainfirst, and then from the rear .forwar toward the front end; third, toprovide for the even recharging of the auxiliary reservoirs throughout along train.

.In my application Serial No. 321,778, filed June 14th, 1906, I haveshown, described and claimed a structure having the same objects inview, and the structure of the present application is the same as thatmentioned in the above application for accomplishing the first and thirdobjects above mentioned. .The present invention, how- 'speciftcation ofLetters Patent. Pai-need Dem 21, 1909,

Application filed J'uly 31, 1906.

Serial No. 328.576.

ever, accomplishes the release of the brakes at the rear end ot' a longtrain, and then, from the.rear forward, in a different manner. In myaforesaid application there Was provided an exhaust port which, whenincreased pressure was admitted to the trainpipe for releasing thebrakes, was materially restricted so that the pressure in thebrakecylinder would escape very slowly therethrough` the restrictedport, however, being gradually opened, so that by the time the brakes atthe rear of the train Were thrown to release position, the exhaust portson the front ot the train were fully opened, so thatV the exhaust wascompleted on all the cars throughout the train in a direction from therear forward.

`By the present invention there is provided a release port which, whenbrake-releasing pressure is admitted to the train-pi e', is fullyclose-d on thecars at the forwar part ot the train, but remains o en onthe 'cars at the rear of the train, to t ie end that the lnake-cylindersnrayx become exhausted and the brakes released on the rear cars, afterwhich the exhaust port` on the forward cars is gradually thrown to openposition, thus releasing the brakes on the forward cars of the trainafter they are. released on the rearward cars. i

The recharging ot' the auxiliary reservoirs and the serial venting ofthe train-pipe is, as before stated, accomplished in the same Way as inthe structure shown, described and claimed in my aforesaid application.As in the' structure of my said application, vthe objectsatore-mentioned are secured without adding to the number ot' parts o tthctriplevalve, and therefore, without increasing the complication ofthe same, so that the simplicity ot' the A valve is maintained, and itseconomy of construction and certainty of' operation. are also secured.

The invention is capable of receivii'ig'a variety ot' -rmechanicalexpressions, one of which, for the sake ot' clearness in description, isillustrated in the accon'ipanying drawings, but it is to be understoodthat such dra-Wings are for the' purpose of illus- `i tration only, andare not to be taken as defining the limits of the invention, referencebeing had to the description and claims for that purpose.

In said drawings-Figure 1 is a vertical longitudinal section ot' myimproved triplevelvet. with the parts' in full release or normel runningposition; Fig. 2 is n transverse vertical section on the line Q-JZl ofFig. l; Fig. is u' Vertical longiiutlinnl section sini4 ihn' to Fig. l..with thc loner part broken romy, :intl the pnrts yof the triplcnnh'e inthe position they occupy when service application ci the brakes beingmerle, and nir oaesing `from the :auxiliary reservoirs to thehrnlecylintlers. Fig.- #i n similar View to Fie. 3. hut with the partsin position for emergen@v application of the brakes; Fig. 5 is n Viewsimilar to l, with the parte in the position -which the)y occupy in thevulves on the forward part of the trnin when braking` pressure has justheen admitted to the bruine-pipe. Showing the exhaust Valve `in positionto close the exhaust porti, und with a restricted recharging ot' theauxiliary res ervoir taking place; and f3 is a -vertical transversesection on the line GMS of Fig. 5.

Referring to the drnwingfs in which simn ilur retcrcnce miniera "eter tolike parte,

l. AL l is thc Yzilre casing. P, the train-pipe coi iling, f n portleerling to the lnnlre is n bushing ir the 'valve cheni- I .ring in thepison cylinder,l 8 the conihzitA lending from the valve chamber toiuiilinry reservoirT :incl 9 is the groove rom the trai pipe Side' ofthe pis Ailirv re oir :side thereof. i j longer than the in triple icmfrom the train c pisto;i-cj'lincler, 'il the conduit Y rom thetrein-pipe past. the checlo V 'e it, and ihrough port 13 into the relirech einher.

iaiis n pori: lending from the interior of vulve-chamber to thebrake-cylinder pzisei, while i5 "is the exhaust passage cut l'round theior mili ot' bushing 5,'

cien. "uswn in and fi, communica i ie nimoephere tlironh ports le; l thevnlife-cnninher 'through a g; i (sec dotted lines l, ,ie ti pipecoi-.duit ihre' he i' c casing to :i

i- Y1) in ihn (ming I, :mtl is crnmectct hy n pfn'. it? with theinterior oi the 'faire chercher. lhe partition 2O cioses the enr-:nerrreeervoie sitie of the valrechnmher, :incl '21 is n conduit leading fromthe Valve-chamber to the hrnlecylinrler con init 1.

Q is the primary or principal valve, "23 the spring; therefor, :mil 24is n large ciivitg7 iorincti in eniil vulve, long enough to connec; l?.-niul 3i 'when the parts are in 1Lion. 25 connects czwtne valvechiinioe', and 2C in a A lee-,ing sc positioned that witn ine :nimmstport l5 'when the parte fire in fullv releaseposition. VVnlrc '22 isprovided with n (lnrt. 2T cxlcl'nline' through tho hotly mi" the vulve,(me eml ol" which rluct registers With port 19, and the other cnilopens, through n port 2S in the top ot rzil've :intl into the valveclnunhcr. Resting' on the vulve 22 n sliding exhaust 'nire LQ, having onits under-side n cnvitjY 30 of sutlicient length to connect :intl tull)Yregister with port 25 :incl 2G formed in the Valve said curity being soproportioned that when the parts are in normal or 'full rclcnseposition, shown in Fig. l, it niiords in restricted communicationbetween the port Q5 und the exhaust port 26.

Up to this point the construction und nri rimgement of parts are thesaine ns thutshown in my riore-mentioned application, with the exceptionthat the proportions :intl relative arrangement (it-ports 25 and and thecavity in slide Valve 29 are such that While the ports 25 and 26 areconnected when the the parte nre in the position shown in Fig.

that is, when the arts are in. the position which they occupy on thecars at the forward per@ of the trein just rit the time when full.release pressure hnsheen irst admitted .nin-pige. in my aforesaidapplica 'oportion these parte was snch Y. reieese pressure was admittednin-pine on the' forward part, oix the trein.) and the valve-operatingpiston took he pofsition shown in 5, there was n restrictedcommunication between the ports 25 und Whereas in the present case, theslide valve 29 is thro Wn so far to the right in Fig. 5 sie to entirelycnt ofi communlcntion be tween ports' 25 and 2G, and hence there is norestricted csczipeot nir from the brake-cylinder @fo the atmosphere, :isin my aforesnitl application, the Wcssnre in the hriilrecylinder held onexcept for the momentary putt et air that may escape as the cavity 30passes over the ports and 243.

s in my aforesaid application 321 ,178, vulve (Fig. 2) is held to its hyn spring 3l reacting between sirl faire and the side iienges ot' thevnirc 'ihc i/:ilve piston provided with. :i hollow pieton in 32X, with nwider '33 on iis 'iorwnrfi enti mul c. thingie or lshoulder Snif, saidspider and shouiler operating the visive 22 in the usual way when thepiston is reciprocnteti, there being, however, n certain amount oit lostmotion hetweer. the piston stein und Valve. Grudnnting valve is mountedin the hollow piston :stem and controle porty 2i., and is prei/'idealwith a lon gitutlinzil slot through which pas e a pin 35 extendingthrough the hotly of the piston stem and the eiotin the vnive and. Vithlower enti projecting below the istcn Stern cnil entering n. groove lOO37 in the top of slide valve 22'), groove 37 being of such length as topermit a certain amount of lost motion between the pistou stem 32 andsaid valve 29. Within the bore of the piston stem is a spring 3Sreacting between the end of the bore and the graduating valve 34, andserving to hold the graduating valve to its seat. This spring is of suchstrength that when air pressure is equalized upon the train-pipe andauxiliary reservoir sides of the valve-operating piston, the springserves to move the piston from the position shown in Fig. 5 to thatshown in Fig. 1. y

)peration: ln emergency and service applications of the brakes in theprese-nt invention, the parts opera-te precisely as set forth in myaforesaid application, and the recharging of the auxiliary reservoir isaccomplished in the same way as is set forth in my said application. Theretarded release of the brakes, howefcr, is accom lished in a differentway. When increase( pressure is admitted through the engineers valve tothe train-pipe for the purpose of releasing the brakes, whether fromemergency or service applications thereof, the pressure mounts highenough 5in the train-pipe on the cars at the forwardI end of the trainto throw the valve from the emergeneyor service applica- Ition positionto what I characterize as the retarded release position, that is, theposi tion shown in Fig. 5. In this position the graduating valve 34operates to close the conduit 21 leading from the auxiliary reser- Voirto the brake-cylinder, and the valve-operating piston operates toprevent all passage of air from the train-pipe to the auxiliaryreservoir, except the small amount that will slowly leak in through duct9. The valve 22 is thrown into position shown in Fig. 5, that is, in aposition to disconnect ports 13 and 14, and with port 26 registeringw'ith exhaust port 15, and du'ct 27 registering with port 19. In thisposition, however` the slide valve 29 has been carried so far from leftto right as to cut olf communication between ports 25 and 26, andthereby cut otf communication between the brakecylinder and theatmosphere. This position of the slide valve :29 as shown in Fig. 5,will vonlv occur on the cars at the forward part of the train, since thetrain-pipe pressure at the rear end of the train will be insutlicient toentirely force the valve-operating piston closely up against theleft-hand end of the `pushing 5 against the tension of springS, and theparts will therefore assume substan`A tially theppositionshown in Fig. 1on the` `rearward cars of the train.

As the trainpipe pressure, however, is `gradually de- Hected by thecharging of the auxiliary reservoirs along the train, which chargingwill be more rapid at the rear end of the train than on the forwardportion thereof,

(t ui l l the spring 3S reacts between the graduiitiliig valve 34 andits seat in the piston stem, and slowly moves the valve-operaiing pistoufrom the position shown in Fig. :3 to that shown in Fig. l, whereuponthe lower projecting end of the lpin 36 moves in the slot 3T and servesto shift slide. valve 2t) from right to left, that is, from the positionshown in Fig. 5 to the position showitin Fig. l, this action occurringrou the, carsmu the t'orward part of the train. Astsoon as this occursthere is a full exhaust channel open from thr brake cylinder via theduct it, cavity 24, port 25, cavity 30, ports 2G aud 15, and groove 15.

[t will .also be. seen from the foregoingr that by the' constructiondescribed, succeed in holding brakes with full braking pressure in theauxiliary reservoir. on the forward part of the train while releasingthe brakes upon the rear part of the train, and then gradually effectthe release of the brakes on the forward part of the train by thereverse or backward action of the valve-operaing piston and the exhaustvalve controlled thereby.

It will be seen that the relative proportion and arrangement of partsmay be varied without departing from the real invention hereindescribed, and I therefore wish it distinctly understood that Itregardsuch variations as within the limits of my invention.

Vt'hat claim is:

1. In a triple-valve, a valve having a normal or exhaust and anon-exhaust position, a graduating valve controllingr the passage ofauxiliary reservoir air to the brake cylinder, a piston for operatingboth of said valves with lost motion between said valves and piston, anda sprintf reacting between said graduating valve-a dlpiston whereby saidfirst-mentioned valve `1s moved from` non-exhaust to exhaust position.

2. In a triple-valve, a piston ,having a partial traverse for serviceapplications and a full or farther traverse for emergency; applicationsof the brakesyavalve moving with said piston only on emergencyapplications and through which the brake cylinder exhausts, a graduatingvalve independent of said first named valve and moving with saidpiston'on both emergency and service-applications, and an exhaust valvemoving on the first valve andl having an exhaust position,

thereon and two non-exhaust positions-'onetendingY through it to throwsaid valve t'roin one nmnrelt-ase position to release position.

i. in a t1,'ipie-vaive, the combination' ot an exhaust valve. auemergency vaive and a vaive-operating` piston engaginn'hoth oisaidvaives, said exhaust valve and piston each having` a release positionandtwo non-release ixiositions one on either side ot' said releaseposition. and said emergency valve movingl only oiA euiergenelf'applications. and a spring actinjv ou said piston and tendinj to throwit troni one of Isaid iionielezise positions to said release position.

5. In a triple-valve, the ecanhiuatiou ot' a valve. through whichexhaust troni the infattix r'vlinder passes to release the hraites. anexhaust valve controlling; .said exhaust. a valve-operaiing pistouoperatively tonnwted to .said tirst named and exhaust valves. .saidexhaust valve and piston each having a release position and twonon-release posi tionsl one on either side ot' said release position.and a spring' acting' ou said piston and tendingi to throw it troni oneoi' said nonieiease positions to said release position.

ti. In a triple-valve, the eonihination oi a` aive through which exhausttroni the hralte cylinder passes to release the in'alies. an exhaustvalve controlliug'saidexhaustT a valveoperating piston operativelyeoi'ineeted lto said tirst named and exhausty valves. said piston andexhaust. valve each having' an txhaust position and two non-exhaustpositions one on either side ot' said exhaust position, and meansartingl on saidpiston and tending to throw it troni one ot said nonexhaust positions to said exhaust. position.

7. in a triple-valve, the Continuation of a vaive through which exhaustpasses troni the brake cylinder to release the iii-altes. an exhaustvalve (,ontrolliug said exhaust. a piston fiperativelifY connected tosaid exhaust valve, said piston and valve eat-h having an exhaustposition and two non-exhaust positions one ou either sido ot saidexhaust position, a gratinatingl valve varried h v said piston, and aspring; onsaid piston tendinal to throw it troni one ot said nou-exhaustpositions to its exhaust position.

H. in a triple-valve, the eouihination oil a valve through which.Vexhaust. passes troni the uralte cylinder to release 'the iii-altes, au exhaust vait/e eoniroiling said exhaust, a piston operativei'ijeoiuieeted to said exhaust valve, said piston and valve eaeh having anexhaustJ position and two non-exhaust positions one on either side ofsaid exhaust position, a graduating' vaive carried hv said piston, andmeans acting' on said piston and tending'to throw it troni one of saidnon exhaust positions to its exhaust position.

t). in z tiiplewaive. the eotnhination ot` au exhaust valve, agraduating valve and a vaive-operatinj piston, said exhaust 'valve andpiston ti-Jv'iiiikg, an exhaust position and piston t'roin one of saidnonexhaustposi` tions to its exhaust position.

'11. In a triple-valve, the combination of an exhaust valve, agraduating Valve and a valve-operaiing,- piston, said exhaust vaive andpistou havingl an exhaust position and two non-exhaust positions one oneither side ot? said exhaust position, and a spring reacting` betweensaid piston and graduating valve'and tending' to throw said piston fromone of said nou-exhaust positions to its exhaustposition.'

1Q. in a triple-valve for air brakes, the combination of a valve throughwhich exhaust passes to release the brakes, an exhaustvaive capable ot'movement independent of said first valve, a piston operatively connectedto both ot' said valves, a graduating valve carried o v said piston andcontroliing the passage oi air from the ati.'iliary reservoir to thein'ake Cylinder, said exhaust valve and piston each having)t an exhaustposition andiwo non-exhaust positions one on either side ot' saidexhaust position, and a spring acting` on said piston and tending,` tothrow itfrom one of said nonfexhaust positions to said exhaust position.

123. lu a triple-valve, the combination of a valve-oparating;l pistonhaving a graduating or serviee position (which is also a non-exhaustposition) and a second nonexhanst position, au exhaust positionintermediate Isaid two nou-exhaust positions, an exhaust valve operatedhy said piston to control the exhaust troni the hrake cylinder, agraduating' valve connected to said piston 'but inovahle relativethereto, and a tension devine wanting' het-weon said graduating 'waiveand piston.

i-i. l i a tripie-valvo, the combination of a easing' havinpv alrestricted and an unre-A stricted vital-ging passage from the trainpipeto the auxiliary reservoir, an exhaust valvey havingl an exhaustposition and two non-exhaust positions one on either side of saidexhaust position, and a piston c0ntrolling said @har-ging passagesandsaid exhaust valve and having two non-exhaust positions one ot which isa braking position permitting air to pass from the auxiliary raservoii"to the inale'oylinder, and an exhaust position intermediate saidnon-exhaust position, f

ila

- 16. In a fluid pressure brake system,

15. In a triple-valve, the combination of a brake cylinder having anexhaust passage, an exhaust valve closing said passage during anapplication of the brakes and upon the initie application of train-pipepressure to i'elease the brakes, and means shifting said valve intoposition to open said passage when the release pressure in the trainpipeis lowered by the charging of the anxiliar'y reservoirs.

the Combination of a triple valvehaving a piston, a valve with lostmotion and a seeoiidary valve operated by said piston, and a passage forreleasing brakes controlled by both said valves, which may be closedWhile the piston is moved to one limit of its traverse by increasing4train pipe pressure and then opened when the secondary valve makes apartial movement in the opposite direction.

1T. In a fluid pressure brake system, the combination of a triple valvehaving a piston, a valve-with lost motionand azsecondary valve operatedby said piston, a passage for releasing brakes so controlled by bothvalveslthat the passage may be closed while the piston is actuated byadmitting train pipe pressure and opened when the piston and secondaryvalve make a partial movement in the opposite direction, and means forcausing said partial movement.v

18. In a triple valve, a piston capable of occupying three positions oneof which is intermediate of the other two, a primary valve and asecondary valve operated by valve and a secondary valve operated byAsaid piston, said primary valve having a brake-releasing passagetherethrough controlled by the secondary valve anfI which passage isopen while said piston occupies said intermediate position, and meansfor moving said piston from one of its outer positions to saidintermediate `position to release the brakes.

20. In a triple valve, the combination of a primary valve having abrake-releasing passage therethrough, a secondary valve con-y trollingsaid release passage, a piston operatively engaging both said valveswhereby said release passage is open when said piston is in a positionintermediate its two extreme positions, and means tending to move saidpiston and secondary valve from an outer position to said intermediateposition.

In testimony whereof I have signed this specification in the presence oftwo subscribing witnesses.

WILLIAM B. MANN.

Witnesses:

AUG. lV. BRADFORD, JOHN B. MGGRAW.

iss

